Controlling device for engines



NOV. 20, 1934. J K 'i' 7 1,981,734

CONTROLLING DEVICE FOR ENGINES Filed May 4, 1952 3 Sheets-Sheet 1 I gwue'ntov Julius Kul z zzez? NOV. 20, 1934. J. KUTTNER CONTROLLING DEVICE FOR ENGINES Filed May 4, 1932 6 1% y 7 A 8 .5 y A fl w r. 6 2,. m w x w a. w z m 5 8 z 5 L! l\ ,7 6 h a 5 I w 2 ma m. 1 w 8 r 6 6 (1W0: neg

Nov. 20, 1934. J, KUTTNER 1,981,734

I CONTROLLING DEVICE FOR ENGINES Filed May 4, 1952 I 3 Sheets-Sheet 3 O Q 3 N 0 'Q [O h a\\\ E gwuentoo Julius Kuffner Patented Nov. 20, 1934 1,981,734

UNITED STATES PATENT OFFICE CONTROLLING DEVICE FOR ENGINES Julius Kuttner, Long Island City, N. Y., assignor Jmo Aktiengesellschaft, Zurich, Switzer- Application May 4, 1932, Serial No. 609,245

8 Claims. (Cl. 123-140) My invention relates to controlling devices for parts in the position they will assume when the internal combustion engines and more particuengineis running. larly t'o governors for engines in which hydro- Fig. 2 is a cross section taken transversely of carbon fuel is fed by a fuel pump. the said shaft with the engine stationary. I

. In governors in use at the present time, it is Fig. 3 is a side elevation showing a modified 60 customary to control separately either the quanform of the invention. tity of fuel or the timing automatically. In con- The governor is driven by an extension 4 trolling the amount of fuel to be fed, it is usual of theauxiliary shaft 2 driven by the engine. A to provide a fixed stop which limits the movegear 6 on the shaft extension 4 engages a gear 8 10 ment'of the control rod so that no more fuel on the vertical shaft 10 mounted in bearings 12, 65 can be fed to the engine than it can burn cleanly 14 in the governor casing 16. A frame 18 is fixed at the least favorable engine speed. Such a con on the upper end of the shaft 10. Governor struction is unsatisfactory as at high speeds the weights 20 are pivotally mounted as at 22 on the engine can burn completely more fuel than can frame 18 so as to rotate with the shaft 10. These 1 be fed to it because of the stop.. weights engage beneath curved extensions 24 of 70 According to my invention, I provide a single a sleeve 26 slidably mounted on the shaft 10, the

governor driven by the engine which controls upper end of this sleeve sliding on a casing. 28

the quantity of fuel fed by the pump, that is, the fixed on the shaft 10. Within the sleeve 26 and length of time during which fuel is fed, and, by the casing 28 and around the shaft 10 are ar- 90 a separate mechanism, the timing or the moment ranged a heavy coil spring 30 resting at its upper 75 during the engine cycle when the feed of fuel beend against casing 28 and a light coil spring 32 gins. In other words, asingle device both controls resting at its lower end a ainst sleeve 26, these the power of the engine and preserves the proper prin being s par ed by a shoulder 34 on a timing. sleeve 36 also slidable on the shaft 10. The length 5' The principal object of my invention is to pro- 0f the spring 30 is such that, when it'is fully ex- 0 vide a construction in which a single governor panded, the sleeve 26 may be raised for a short controls independently both the feed of fuel and distance from its lowest position in which its the timing of an engine. lower end engages the fixed shoulder 38 on the A second object is to produce a device of this shaft 10 against the action of the light spring 39 type which includes means to prevent stalling h0u Co pressing the spring 30. The light of the engine. spring is slightly compressed even when the sleeve A further object is to vary the limiting action is in its lowest position.

of a stop device 'so that at any speed th feed of A horizontal shaft 40 is mounted in the casfuel cannot be so great as to supply more fuel ing 16 and extends through one side thereof. The

3| than the engine can burn cleanly. lower end of the sleeve 26 carries a ball bearing Mother bject is to provide means to prevent 42, Oil tel race of is provided 61(- too great speed, such means being controlled by tendmg pins Levers rigidly mqunted the same governor. p on the shaft 40 and at their ends are provided An additional object of the invention is to de- Wlth bearmg portlons 43 engaging the p 4.

40 vice a governor which is sensitive at low speeds. It is eviqenb .that increase in the Speed of the Still another object is to produce a Simple motor .will raise the sleeve 26 and thereby rock I the shaft 40.

Sturdy arrangement for actiomphshmg the show The motor is provided with a fuel pump 50,

results. for Su pplymg fuel thereto. This pump is of any 45 T filial oblect f i 1 1 control of an well known type, preferably one in which the engine slmple and'e ectlve a Speedsamount of feed is controlled by variations in the other obiects a d advantages of the invention duration of the fuel feeding period. A timing dew111 app more fully. from t ffillowlng vice 52 is also connected to the pump, this device scription when taken In oonl Wlth the controlling the time during the cycle of operation 50 a e mp y d w Whlch formal-12113 thereof the engine when the feeding action begins. of. This type of timer is well known. The amount of In the drawings: fuel fed by the pump is controlled by a slidable P 8- 1 IS a cross 566131011 rough a governor rod 54, the feed increasing as the rod is-moved device embodying my invention taken longitudito the right (Fig. l). The timing is controlled 55 nally of the engine shaft this view showing the by a lever 56 mounted on a shaft 58, the time of injection being earlier as the lever is moved clockwise (Fig. 1). Normally, the rod 54 is controlled by an accelerator pedal 60 slidable in the floor board 62 and normally urged away from the floor board by a spring 64. The accelerator rod 66 is pivoted at 68 to a lever '70 fixed on the shaft '72. A second lever 74 is pivoted on the shaft '72 and is connected by a pivoted link '16 to the rod 54. The upper end of lever 74 has bifurcated portions '78 which carry screws engaging either side of a lug 82 on the lever '70. The angle between levers 70 and 74 can thus be adjusted. It

will be clear-that depression of the pedal 60 will increase the feed of fuel from the pump.

Outside of the casing 16 a triangular lever 84 is rigidly fixed at one apex on the shaft 40. An-

' other apex of this triangle carries a cam surface 86 having two high portions 88, 90 joined by a concave surface 92. At the other apex of the lever 84 is a small cam surface 94. A curved lever 96 having two arms is rigidly fixed on the shaft '72 and carries at the end of its arms rollers 98, 100, the roller 98 engaging the cam surface 86 while the roller 100 lies in the path of the cam surface 94. Adjacent the cam surface 94 the lever 84 has a further cam surface 102 which engages a roller 104 on the lever 56.

The cam surface 86 and the lever 84 are so arranged that, when the governor is in its lowest position and the lever 84 is raised, that is,-when the engine is stationary, the cam surface 90 will engage or be opposite the roller 98. As the lever is. lowered, or moved clockwise, the cam surfaces 92, 88 will come opposite the roller 98.-

,When the speed of the engine is very low, the

lever is raised and the cam 94 will engage the roller 100. The cam 102 is so shaped that, as the lever 84 is depressed, the lever 56 is moved further in a clockwise direction against the action of a spring (not shown). v

The operation of the governing device is as follows: Y

When the motor or engine is not running the sleeve 26 is fully depressed and the lever 84 is in raised position, with the high point 90 opposite the roller 98 and the cam 94 is slightly above the point at which it engages the roller 100. As the engine is set in motion, the governor weights 20 move outward by centrifugal force and raise the sleeve 26. At low speeds, only the light spring 32 resists upward movement of the sleeve 26, since this spring must be almost fully compressed be- .fore any resistance is offered by the fully expanded spring 30. Above idling speeds, the spacing sleeve 36 transmits the pressure of the sleeve 26 directly to the heavy spring 30. This makes the governor more sensitive at low speeds, particularly within the idling range. When the engine reaches normal idling speed, the cam 94 is slightly below the roller 100 and the roller 98 is opposite a point on the cam 86 intermediate the high point 90 and the low point of the concave surface 92. If during idling the speed of the engine falls so low that it is likely to stop, the cam 94 ,will move upward and strike the roller 100 which will immediately move the lever 96 and shaft 72 and increase the flow of fuel to the engine. As soon as idling speed is reached, the cam 94 disengages roller 100 and. the normal feed for idling is resumed.

The purpose of the cam 86 is to limit the feed of fuel to the engine. It is well known that at any given speed an engine will only consume a certain quantity of fuel without smoking. However, as the speed increases, the amount of fuel which will be burned cleanly also increases. At low speeds, the high surface 90 limits the distance through which the accelerator pedal can be depressed and thereby limits the amount of fuel which can be fed to the amount which the engine can burn without smoking at such a low speed. As the speed increases and the engine is therefore able to burn larger'quantities of fuel without smoking, the cam 86 moves to present its concave portion 92 to the roller 98, so that at higher speeds larger quantities of fuel can be supplied. Thus, the governing device at all timesprevents the supply of a greater quantity of fuel than can be burned by the engine at the momentary speed thereof. When the speed becomes too great, the high portion 88 reduces the possible fuel feed and thereby acts to slow the engine down to permissible speed.

As the engine speed increases, the cam 102 moves downward and rocks the arm 56 to change the timing, preferably advancing the timer at higher speeds.

In the form shown in Fig. 3, the governor is similar to that shown in Fig. 2, the shaft 40 being turned in a clockwise direction as the engine speed increases. The fuel pump 50, timer 52 and floor board 62 are also similar to those shown in Fig. 1, although the fuel pump and timer are located higher and above the accelerator rod 66. The shaft '72 carries levers 70 and 74 relatively adjustable, the lever 74 being linked to the pump control rod 54.

Instead of the lever 84, a lever 110 is rigidly mounted on the shaft 40. This lever has an opening 112 near its outer end, the edges of this opening forming cam surfaces. The edge away from the shaft 40 is a concave curve, having high points 114, 116 and a low portion 118 correspond- ,ing to the cam sections 88, 90 and 92 of Fig. 1.

In other words, the radius of the portion 118 around shaft 40 is greater than the radii'of portions 114, 116, although all three of these portions are shaped to form a smooth curve of greatest radius at its center and of gradually decreasing radius towards each end. A lever 120 is rigidly mounted on the shaft 72 and carries a roller 122 within the opening 112 and engaging the cam surfaces.

The opposite edge of the opening has a sloping cam surface 124 which is shaped to move the lever 120 clockwise as the lever 110 moves counter-clockwise. The lever 110 is also provided with a projection 126. A link 128 is pivoted to the projection 126 and to the arm 130 of the timing mechanism.

It will be noted that in this form of the invention the parts are so located that inward movement of the accelerator pedal moves the fuel pump control lever clockwise. The shape of the cam curve controlling this lever is therefore reversed as compared to Fig. 1. By providing the idling cam surface within the opening 112, only a single arm is necessary instead of the double arm lever 96 of Fig. 1. t

The operation of this form of the invention is, in substance, the same as in the form shown in Fig. 1. As the shaft 40 turns, the cam surfaces 114, 116, 118 first permit the feed of increasing amounts of fuel to the engine and then act to cut down the fuel supply to prevent overspeed.

it is evident that by the above construction a single governor acts to .regulate the timing, to limit the feed of fuel, to prevent stalling and to avoid undesirably high speeds. The arrangement is simple, inexpensive, compact and sturdy and requires no special skill for operation.

While I have described my invention as applied to an internal combustion engine to which hydrocarbon fuel is fed by a fuel pump, it can obviously be used with any type of motor to which varying quantities of motive fluid are fed. It is likewise evident that, instead of varying the end of the injection period bythe accelerator mechanism, the beginning of theperiod might be controlled jointly by the accelerator and timer to vary the fuel quantity.

' While I have described herein some embodiments of my invention, I wish it'to be understood that I do not intend to limit myself thereby except within the scope of the appended claims.

I claim:

1. A controlling device for engines, comprising means to supply fuel to the engine, manually operable means to control said fuel supply means, means to limit the movement of said control means, and means controlled by the speed of the engine to vary the position of said limiting means, said limiting means including a cam having two high surfaces and a low surface intermediate said high surfaces, and a member connected to said control means engaging said cam, whereby to prevent the supply of fuel to the engine at too high a rate and to limit the \speed of the engine. 1

2. A controlling device for engines, comprising a governor, a lever controlled by said governor, means for supplying fuel to said engine, and means on said lever to limit the movement of said supply means at low and high speeds while permitting greater movement at intermediate speeds.

3. A controling device for engines comprising a member having an opening therein, the edges of said opening having cam surfaces thereon,

- means controlled by the speed of the engine for moving said member, a fuel supply means, manually operable means for controlling said supply' means to feed fuel to the engine, manually op-'- erable means to control said feeding means, means to limit the movement of said control means in a direction to increase the feed of fuel, and means controlled by the speed of the engine to move said limiting means in a direction to permit greater movement of said control means in a direction to increase the feed of fuel as the speed of the engine increases.

5. A controlling device for engines, comprising means to feed fuel to the engine, manually operable means to control said fuel feeding means,

an element,'means for moving said element in accordance with the speed of the engine, said control means including a member movable into engagement with said element in a direction substantially perpendicular to the direction of movement of the element, said element limiting movement of said control means in a direction to increase the feed of fuel.

6. A controlling device for engines, comprising means to feed fuel to the engine, manually operable means to control said feeding means, a member having a cam surface thereon, an element connected to said control means engaging said cam surface when said control means is moved-in a direction to increase the feed of fuel, said cam surface including a low portion and a higher portion, and means controlled by the speed of the engine to move said member so that said element engages said high portion at low speed and said low portion at a higher speed, whereby as the speed increases said cam surface permits the feeding of a greater quantity of fuel, said cam surfaces limiting the quantity of fuel to the. amount the engine can burn at the momentary speed thereof.

7. A fuel-feed control mechanism for an internal combustion engine having a variable fuelfeed device, comprising: manually-operable means associated with and controlling the variable fuel-feed device of the engine, check means effective, at low engine speeds, to prevent manipulation of said manually-operable control means to effect high rates of fuel feeding, and automatic means responsive to instant engine speed and associated with said check means, effective, at increased engine speeds, to relax the restrictive action of said check means upon said manually-operable control means and permit feeding of fuel at an increased rate at increased engine speeds.

8. A fuel-feed control mechanism for an internal combustion engine having a variable fuelfeed device, comprising, manually-operable means associated with and controlling the variable fuel-feed device of the engine,-check means effective, at low engine speeds, to prevent manipulation of said manually-operable control means to effect high rates of fuel feeding, and automatic means responsive to instant engine speed andassociated with said check means, progressively effective, at increased engine speeds, to relax the restrictive action of said check means upon said manually-operable control means and permit feeding of fuel at a progressively greater rate at increasing, engine speeds.

JULIUS KUT'INER. 

